APPENDIX J

RICHMOND AREA TURNING WYE 

AND SERVICE YARD ALTERNATIVES 

TECHNICAL MEMO
1

MEMORANDUM

Date: May 15, 2018

To: Virginia Department of Rail and Public Transportation

From: DC2RVA Project Team

Subject: Richmond Area Turning Wye and Service Yard Alternatives

1.0 SUMMARY

DRPT’s recommended preferred alternative in the Draft Environmental Impact Statement (EIS)

for the Richmond Area, Build Alternative 6F – Full Service, Staples Mill Road/Main Street 

Stations, includes a new turning wye track at Hospital Street connecting the CSXT S-Line with 

the Buckingham Branch Railroad, and the addition of three siding tracks at the former CSXT 

Brown Street Yard for overnight storage and servicing of a passenger train. A turning wye and 

overnight storage/servicing yard are necessary to support a new passenger train roundtrip with 

an early morning departure from Richmond north, and an evening southbound arrival into 

Richmond. In response to comments on the Draft EIS and to reduce the impacts associated with 

the new turning wye track at Hospital Street and the passenger train storage and servicing facility 

at Brown Street Yard, DRPT has relocated the Richmond area turning wye and passenger train 

service yard to CSXT’s existing Bellwood Wye and Yard, south of the James River. Relocating the 

proposed facility from Hospital Street/Brown Street Yard to Bellwood Yard will improve the 

efficiency of train operations, reduce property impacts outside of CSXT’s right-of-way, and 

reduce the rail footprint within the culturally sensitive area of Richmond’s Shockoe Valley.

2.0 BACKGROUND AND PURPOSE

The DC2RVA passenger service plan includes a new intercity passenger train roundtrip that 

originates in Richmond in the early morning (approximately 6:00 am) and proceeds north 

towards Washington, D.C. The need for an early morning departure to Washington, D.C. was 

identified during project scoping. A southbound train would return to the Richmond area later 

in the day and would be stored overnight in the Richmond area for servicing. Infrastructure

improvements required to support this train include a turning wye to turn the train around and 

a yard with at least two siding tracks where the train can be parked overnight for servicing and 

storage.

In the Draft EIS description of the recommended preferred alternative for Area 6, Build 

Alternative 6F – Full Service Staples Mill Road/Main Street Stations, DRPT proposed 

construction of a new single wye track connecting the S-Line to the Buckingham Branch at 

Hospital Street north of Main Street Station to turn passenger trains (see Figure 1, also shown in
TECHNICAL MEMORANDUM

2

Figure 5.1-21 within the Draft EIS). Three siding tracks would be added at the location of the 

former CSXT Brown Street yard for overnight parking and servicing of the passenger train. The 

service yard would also need road access, staff parking, and some buildings for equipment 

storage and staff facilities. The Hospital Street wye would have additional utility beyond the 

turning of the passenger train by providing a westerly connection between the Buckingham 

Branch and the S-Line.

Several commenters on the Draft EIS raised concerns over property impacts from the new turning 

wye at Hospital Street and the overall impact of the rail system on cultural and historic resources 

within Shockoe Valley. DRPT’s continuing analysis of the Hospital Street turning wye and Brown 

Street service yard configuration in response to comments received from stakeholders and the 

public have identified some concerns, including:

 The train movements necessary to turn and service the passenger train are not optimal.

The southbound train would stop at Main Street Station for its last stop, then have to 

reverse northward on the S-Line, crossing the main tracks at AM Junction, then continue 

in reverse eastward onto the Buckingham Branch past the switch for the new Hospital 

Street Wye track before stopping. Once the switch to the wye track was lined, the train 

would then have to proceed forward onto the Hospital Street wye track, around the wye 

and northward onto the S-Line. Once the train had moved beyond the wye track switch, 

the train would stop again until the wye track switch was relined for the S-Line main 

track, after which the train would reverse southward on the S-Line, crossing all main 

tracks, and continue in reverse into the Brown Street Yard servicing facility. In the 

morning, the train would have to reverse from the Brown Street service yard down the 

main track to reach Main Street Station. These multiple reverse train movements have the 

potential to slow down or block other north-south train movements through this section 

of the corridor.

 Placing a new single-track wye at Hospital Street requires acquisition of property outside 

of existing CSXT right-of-way and would require relocation of a business that provides 

waste management services, including onsite bioremediation, physical and chemical 

liquids treatment, fuel recycling, and processing and disposal for a variety of industrial 

and environmental clean-up residuals.

 There are potential impacts to historic and cultural resources within Richmond’s Shockoe 

Valley area. Shockoe Valley has an extensive history in Richmond’s development, 

including areas used as a slave trading center (see Section 3.1.4 of this Final EIS for further 

discussion regarding Shockoe Valley historic and cultural resources).

In response to these concerns and comments, DRPT identified and evaluated additional options 

for a turning wye and service yard in the Richmond Area.

3.0 ADDITIONAL RICHMOND TURNING WYE AND SERVICE YARD OPTIONS

DRPT’s goal in further evaluating possible Richmond area turning wye and service yard options 

was to identify a turning wye and service yard that met the DC2RVA Purpose and Need with 

more efficient train movements, less impacts to property outside the CSXT right-of-way, and a 

reduced rail footprint and potential impacts to cultural resources in Shockoe Valley.
TECHNICAL MEMORANDUM

3

DRPT identified the following additional turning wye and service yard combinations in the 

Richmond area for consideration (see Figure 2):

 Bellwood Wye and Service Yard

 Fulton Yard Wye/Brown Street Service Yard

 Laburnum Wye/Brown Street Service Yard

 Airport Wye #1/Brown Street Service Yard

 Airport Wye #2/Brown Street Service Yard

 Manchester Wye/South Service Yard

 Dunlop (Petersburg) Wye/Boulevard Service Yard

 Boulevard (Petersburg) Wye/Service Yard

DRPT evaluated the additional Richmond turning wye and service yard options for their train 

operation efficiency, potential to require property outside of existing CSXT right-of-way, and for 

their footprint within Shockoe Valley. The following describes the turning wye and service yard 

options, and DRPT’s evaluations.

3.1 Bellwood Wye and Service Yard

CSXT’s Bellwood Wye is 8.8 miles south of Main Street Station on the S-Line, between I-95 to the 

east and S.R. 301 and the U.S. Defense Supply Center to the west. The west side of the wye has a 

small freight support yard and the existing S-Line tracks. The east side of the wye is the beginning 

of the CSXT track leading to Hopewell, with existing wye tracks that direct trains coming from 

both from the north and the south off of the S-Line and onto the Hopewell track. The interior of 

the wye is largely undeveloped, with the exception of some small CSXT storage and equipment 

buildings adjacent to the existing yard. Access to the interior of the wye is through an at-grade 

crossing of the Hopewell track connecting to Shell Road. This option (see Figure 3) would use the 

existing wye tracks to turn the passenger trains and would add three tracks with platforms in the 

interior of the wye alongside the Hopewell track for overnight parking and servicing of the 

passenger train. The existing at-grade crossing would be relocated north, and a new turnaround 

added to Shell Road. The passenger train being serviced overnight would access the service yard 

by moving south on the S-Line from Main Street Station, proceeding just past the Bellwood Wye, 

reversing into the southern leg of the wye onto the Hopewell track, and then pulling north onto 

the northern leg of the wye and into the new service yard inside the existing wye. In the morning, 

the passenger train would pull north, departing the service yard and entering the S-Line to reach 

Main Street Station’s west-side platforms.

DRPT determined that the Bellwood Wye and Service Yard would:

 Provide efficient train turning movements. The use of the existing wye allows the entire 

train to be turned without de-coupling the locomotive or making repetitive reverse 

movements or other moves on the main track.

 Minimize the need for property outside existing CSXT right-of-way. No additional 

property would be required.

 Minimize the rail footprint in Shockoe Valley. Both the turning wye and service yard are 

south of the James River, approximately nine miles from Shockoe Valley.
TECHNICAL MEMORANDUM

4

3.2 Fulton Yard Wye/Brown Street Service Yard

CSXT’s Fulton Yard is two miles east of Main Street Station; the yard is curved and sits on a bluff 

above the James River. This option (see Figure 4) would add a wye at the base of the curved yard 

on the riverside. Due to limits on track length and curvature posed by existing track, to the 

existing topography adjacent to Fulton Yard, and to the proximity of an adjacent tank farm, the 

wye would be for turning locomotives only. Three yard tracks would be realigned in order to 

create room for the wye. Overnight parking and service for the passenger train would be 

provided at the Brown Street Yard as described above and in the Draft EIS. The passenger train 

would access the service yard by reversing from Main Street Station north on the S-Line to Brown 

Street Yard, where the locomotive would be uncoupled. The locomotive would then move south 

and east of Main Street Station to Fulton Yard, turn at the new wye, and proceed back past the 

east side of Main Street Station to the north end of Brown Street Yard where it would reverse onto 

the yard track to recouple with the passenger cars. In the morning, the passenger train would 

reverse south on the main track to Main Street Station.

DRPT determined that the Fulton Yard Wye/Brown Street Service Yard would:

 Not provide efficient train turning movements. A new wye in Fulton Yard could only turn 

locomotives, requiring de-coupling the locomotive at Brown Street Yard and making 

repetitive reverse movements and trips on the main track. In addition, the movements of 

the passenger locomotive between the wye and the service yard could be subject to delay, 

since the wye is located within an active freight yard where activities such as switching 

freight cars, assembling and uncoupling long freight trains, and attaching helper 

locomotives to trains operating northward through downtown Richmond toward Acca 

Yard occur routinely. These yard activities require significant yard and main track 

capacity. Turning the passenger locomotive within the yard would create inefficiencies 

both for the passenger operation and also the host freight railroad that owns the tracks. In 

addition, as only the locomotive would be turned, the passenger car seats would be facing 

the rear of the train when the passenger train left Main Street Station in the morning, a 

seating arrangement that is not preferred by Amtrak.

 Minimize the need for property outside existing CSXT right-of-way. No additional 

property would be required.

 Partially reduce the rail footprint in Shockoe Valley. The turning wye would be located 

outside of Shockoe Valley, however the service yard would remain on the edge of Shockoe 

Valley.

3.3 Laburnum Wye/Brown Street Service Yard

There is an industrial spur track extending north of the CSXT Peninsula subdivision main track; 

the spur track is 5.3 miles east of Main Street Station and just west of Laburnum Avenue. The 

spur track can only be accessed by westbound trains from the Peninsula subdivision. The spur 

track is bound by Cornelius Creek to the west and multiple industrial buildings/parcels with rail 

access. This option (see Figure 5) would add a new wye track on the west side of the spur track 

and extend the existing siding parallel to the main track, allowing access by eastbound trains and 

a complete turning movement. The Laburnum Wye would be used for turning the locomotive 

only. Overnight parking and service for the passenger train would be provided at the Brown 

Street Yard as described in the above scenario for use of the Fulton Wye alternative. The 
TECHNICAL MEMORANDUM

5

passenger train would access the service yard by reversing from Main Street Station north on the 

main track to Brown Street Yard, where the locomotive would be uncoupled. The locomotive 

would then move south and east of Main Street Station through Fulton Yard, turn at the new 

Laburnum Wye, and proceed back through Fulton Yard, past the east side of Main Street Station 

to the north end of Brown Street Yard to recouple with the passenger cars. In the morning, the 

passenger train would reverse south on the main track to Main Street Station.

DRPT determined that the Laburnum Wye/Brown Street Service Yard would:

 Not provide efficient train turning movements. A new wye at Laburnum Street could only 

turn locomotives, requiring de-coupling the locomotive at Brown Street Yard and making 

repetitive reverse movements and trips on the main track and through Fulton Yard. As a 

result, this option would create inefficiencies both for the passenger operation and also 

the host freight railroad that owns the tracks. As only the locomotive would be turned, 

the passenger car seats would be facing the rear of the train when the passenger train left 

Main Street Station in the morning, a seating arrangement that is not preferred by Amtrak.

 Somewhat reduce the need for property outside existing CSXT right-of-way. Additional 

property would be required for the new wye track, however no business relocations 

would be required.

 Reduce the rail footprint in Shockoe Valley. The turning wye would be located outside of 

Shockoe Valley; however, the service yard would remain on the edge of Shockoe Valley.

3.4 Airport Wye #1/Brown Street Service Yard

There is an industrial spur extending north of the CSXT Peninsula subdivision main track; the 

spur track is 6.1 miles east of Main Street Station and just west of Airport Drive. The spur track 

can only be accessed by east-bound trains from the Peninsula subdivision. This track is bounded 

by Airport Drive on the east and multiple industrial buildings/parcels with rail access. This 

option (see Figure 6) would add a new wye track to the east, shift the existing spur track, and 

extend the existing siding parallel to the main track, allowing access by west-bound trains and a 

complete turning movement. The new east arm of the wye would require a new road overpass 

structure at Airport Drive. The Airport Wye #1 would be used for turning the locomotive only.

Overnight parking and service for the passenger train would be provided at the Brown Street 

Yard as described above. The passenger train would access the service yard by reversing from 

Main Street Station north on the main track to Brown Street Yard, where the locomotive would 

be uncoupled. The locomotive would then move south and east of Main Street Station through 

Fulton Yard, turn at the new Airport Wye #1, and proceed back through Fulton Yard, past the 

east side of Main Street Station to the north end of Brown Street Yard to recouple with the 

passenger cars. In the morning, the passenger train would reverse south on the main track to 

Main Street Station.

DRPT determined that the Airport Wye #1/Brown Street Service Yard would:

 Not provide efficient train turning movements. A new wye at Airport Drive could only 

turn locomotives, requiring de-coupling the locomotive at Brown Street Yard and making 

repetitive reverse movements and trips on the main track and through Fulton Yard. As a 

result, this option would create inefficiencies both for the passenger operation and also 

the host freight railroad that owns the tracks. As only the locomotive would be turned, 
TECHNICAL MEMORANDUM

6

the passenger car seats would be facing the rear of the train when the passenger train left 

Main Street Station in the morning, a seating arrangement that is not preferred by Amtrak.

 Somewhat reduce the need for property outside existing CSXT right-of-way. Additional 

property would be required for the new wye track, however no business relocations 

would be required.

 Require a new road over rail structure where the turning wye track would cross Airport 

Drive.

 Reduce the rail footprint in Shockoe Valley. The turning wye would be located outside of 

Shockoe Valley, however the service yard would remain on the edge of Shockoe Valley.

3.5 Airport Wye #2/Brown Street Service Yard

There is an industrial spur extending north of the CSXT Peninsula subdivision main track; the 

spur track is 6.1 miles east of Main Street Station and just west of Airport Drive. The spur track 

can only be accessed by east-bound trains from the Peninsula subdivision. This track is bounded 

by Airport Drive on the east and multiple industrial buildings/parcels with rail access. North of 

Charles City Road, the spur track splits into two separate tracks extending north in the shape of 

a “Y”. This option (see Figure 7) would add a new wye track just north of Nandun Road, 

connecting the arms of the “Y” and allowing a complete turning movement. The new east arm of 

the wye would require a new road overpass structure at Lewis Road, or closure of Lewis Road 

where the new wye track would cross the road. The Airport Wye #2 would be used for turning 

the locomotive only. Overnight parking and service for the passenger train would be provided at 

the Brown Street Yard as described above. The passenger train would access the service yard by 

reversing from Main Street Station north on the main track to Brown Street Yard, where the 

locomotive would be uncoupled. The locomotive would then move south and east of Main Street 

Station through Fulton Yard, turn at the new Airport Wye, and proceed back through Fulton 

Yard, past the east side of Main Street Station to the north end of Brown Street Yard to recouple 

with the passenger cars. In the morning, the passenger train would reverse south on the main 

track to Main Street Station.

DRPT determined that the Airport Wye #2/Brown Street Service Yard would:

 Not provide efficient train turning movements. A new wye just north of Nandun Road 

could only turn locomotives, requiring de-coupling the locomotive at Brown Street Yard 

and making repetitive reverse movements and trips on the main track and through Fulton 

Yard. As a result, this option would create inefficiencies both for the passenger operation 

and also the host freight railroad that owns the tracks. As only the locomotive would be 

turned, the passenger car seats would be facing the rear of the train when the passenger 

train left Main Street Station in the morning, a seating arrangement that is not preferred 

by Amtrak.

 Reduce the need for property outside existing CSXT right-of-way. Additional property 

would be required for the new wye track, however no business relocations would be 

required.
TECHNICAL MEMORANDUM

7

 Reduce the rail footprint in Shockoe Valley. The turning wye would be located outside of 

Shockoe Valley, however the service yard would remain on the edge of Shockoe Valley.

3.6 Manchester Wye/South Service Yard

Just south of the James River, the CSXT S-Line crosses an NS spur line servicing the City’s 

wastewater treatment facility east of the rail corridor. There is an existing connection in the 

southwest quadrant of the CSXT/NS crossing, connecting the westernmost CSXT main track with 

an NS spur line. CSXT’s South Yard is another 1.7 miles south of this rail crossing. This option 

would add a turning wye track in the southeast quadrant of the CSXT/NS crossing, connecting 

the proposed east main track of the S-Line with the NS spur heading east (see Figure 8). This 

option would add three tracks with platforms for passenger train servicing and storage west of 

and adjacent to CSXT’s South Yard. The evening southbound train would exit Main Street Station 

and proceed past the CSXT/NS crossing. The train would then reverse north on the existing 

westerly wye connection to the NS line, pull forward on the NS line across the S-Line tracks, and 

then reverse on the new easterly wye connection onto the S-Line south crossing all three main 

tracks to access the passenger train service tracks at the South Yard. In the morning, the passenger 

train would pull north along the S-Line to Main Street Station.

DRPT determined that the Manchester Wye/South Service Yard would:

 Not provide efficient train turning movements. A new wye at Manchester would require 

making repetitive reverse movements and trips on the main track and require crossing 

the S-Line using an at-grade diamond crossing on the NS track, blocking the S-Line during 

the crossing. As a result, this option would create inefficiencies both for the passenger 

operation and also CSXT freight operations.

 Not reduce the need for property outside existing CSXT right-of-way. Additional 

property would be required for the new wye track. The proximity of the wye connection 

to the S-Line would require relocation of one or more of the above-ground petroleum 

storage tanks.

 Minimize the rail footprint in Shockoe Valley. Both the turning wye and the service yard 

would be located outside of Shockoe Valley.

3.7 Dunlop (Petersburg) Wye/Service Yard

A wye was once located 25 miles south of Main Street Station on the CSXT A-Line main freight 

and passenger line, where East Ellerslie Avenue crosses the rail corridor. The eastern wye track, 

which led to Petersburg’s Union Station, and the southern connector wye track no longer exist.

Commercial development has occurred within the space previously enclosed by the wye along 

East Ellerslie Avenue. This option would reconstruct the wye track on the east to provide a 

sufficient length to turn a locomotive and construct a new wye track connection to the south at a 

slightly different curvature from the historic track placement (see Figure 9). The wye track would 

require reconstruction of an at-grade crossing on East Ellerslie Avenue, or alternatively, a new 

grade separated crossing. A service yard would be built on the east side of the main A-Line track 

approximately one-half mile south of the wye (see Boulevard Wye/Service Yard below). This 

option could support an additional stop at Petersburg, providing the proposed Petersburg 
TECHNICAL MEMORANDUM

8

Boulevard Station1 with an early am departure north as well. FRA’s preferred alternative location 

for a new Petersburg Station is between the Dunlop Wye and the conceptual Boulevard Service 

Yard, just south of the Boulevard (US Route 1) crossing of the A-Line. The evening southbound 

train would leave Main Street Station, proceed south on the S-Line to Centralia, then on CSXT’s 

A-Line to the Petersburg Boulevard Station, and then continue to the Boulevard Service yard. At 

the service yard, the locomotive would decouple from the passenger cars, then reverse the halfmile to the Dunlop Wye, turn around, and reverse back to the service yard. In the morning, the 

train would first stop at the Petersburg Boulevard Station, and then proceed to Main Street 

Station.

DRPT determined that the Dunlop (Petersburg) Wye/Service Yard would:

 Not provide efficient train turning movements unless service is being provided to the 

proposed new Petersburg Boulevard Station. A new wye at Ellerslie Avenue could only 

turn locomotives, requiring de-coupling the locomotive at the new Boulevard Service 

Yard and making two reverse movements and trips on the main track past the new 

Petersburg Station to/from the wye. These movements not only create inefficiencies for 

passenger trains, but inefficiencies for freight operations on the CSXT A-Line, including 

trains destined to and from the Port of Virginia, since the wye would not have a direct 

connection to the servicing facility, requiring the passenger locomotive to use the mainline 

tracks of the A-Line. As only the locomotive would be turned, the passenger car seats 

would be facing the rear of the train when the passenger train left Main Street Station in 

the morning, a seating arrangement that is not preferred by Amtrak. The distance from 

Main Street Station also makes this an inefficient location to turn/service the passenger 

train unless a stop at the new Petersburg Boulevard Station is included.

 Not reduce the need for property outside existing CSXT right-of-way. Additional 

property would be required for the new wye track and service yard, however no business 

relocations would be required.

 The new wye track would require a restoration of a prior grade crossing of Ellerslie 

Avenue; a grade separated road overpass may be required if the at-grade crossing cannot 

be restored.

 Minimize the rail footprint in Shockoe Valley. Both the turning wye and the service yard 

would be located outside of Shockoe Valley.

3.8 Boulevard (Petersburg) Wye/Service Yard

The Boulevard Wye and Service Yard would be developed approximately one-half mile south of 

the Dunlop Wye, just beyond FRA’s preferred alternative location for a new Petersburg Station.

This option would include a new wye and service yard (see Figure 10). The service yard would 

have a siding track and two service tracks. The Boulevard Wye would be capable of turning the 

entire train. This option could support an additional stop at Petersburg, providing the Petersburg 

Station with an early morning departure northbound. The southbound train would leave Main 

 1 FRA is currently conducting a study to determine a new passenger station location to serve the Petersburg Area, and 

has released a draft of an Environmental Assessment (EA) of four possible locations for a new multimodal station for 

current intercity passenger rail service through Petersburg. FRA’s preferred alternative identified in the Draft EA is a 

site on the Boulevard in Colonial Heights, however no final decisions have been made.
TECHNICAL MEMORANDUM

9

Street Station, proceed south to the Petersburg station, and then continue onto the east leg of the 

Boulevard Wye, reverse into the wye to turn the train, and then pull into the Boulevard Service 

yard. In the morning, the train would first stop at the Petersburg Station, and then proceed to 

Main Street Station.

DRPT determined that the Boulevard (Petersburg) Wye/Service Yard would:

 Not provide efficient train turning movements unless service is being provided to the 

proposed new Petersburg Boulevard Station. A new wye at Boulevard could be 

configured to turn either locomotives or passenger trains. The distance from Main Street 

Station makes this an inefficient location to turn/service the passenger train unless a stop 

at the new Petersburg Boulevard Station is included.

 Not reduce the need for property outside existing CSXT right-of-way. Additional 

property would be required for the new wye track and service yard, however no business 

relocations would be required.

 Minimize the rail footprint in Shockoe Valley. Both the turning wye and the service yard 

would be located outside of Shockoe Valley.

4.0 FINDINGS

DRPT evaluated eight additional turning wye and service yard combinations in comparison to 

the proposed Hospital Street Wye and Brown Street Service Yard combination recommended in 

the Draft EIS for the Richmond Area Build Alternative 6F – Full Service – Staples Mill Road/Main 

Street Stations. DRPT determined that the Bellwood Wye and Service Yard option best meets the 

DC2RVA Purpose and Need with improved train operations efficiency, minimizes property 

impacts outside of existing CSXT right-of-way, and minimizes the DC2RVA project footprint 

within Shockoe Valley. Therefore, DRPT has relocated the Richmond area turning wye and 

passenger train service yard to CSXT’s existing Bellwood Wye, south of the James River.
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§ ̈¦85

§ ̈¦64§ ̈¦295

§ ̈¦95

[

PASSENGERTRAINSWILL

RETURNTOTHEPROPOSED

BROWNSTREETSERVICEYARD
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\FEIS\Wye Memo\Fig 5 - Laburnum Wye.mxd | Last Updated: 05.15.2018

Figure5

Projection:LambertConformalConic

StatePlaneVirginiaNorthFIPS4501Feet

NorthAmericanDatumof1983

2017VGINAerialImagery

0

[200

400

Feet

Legend

LaburnumWye

Track-Existing

Track-Proposed

Crossover/Turnout-

Proposed

CSXTROW(County

ParcelData)

City/CountyParcels

£¤460

£¤60

£¤360

£¤301

£¤33 £¤250

£¤1

§ ̈¦195

§ ̈¦895

§ ̈¦85

§ ̈¦64§ ̈¦295

§ ̈¦95

[

PASSENGERTRAINSWILLRETURNTOA

YARDLOCATIONTOBEDETERMINED
!

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\FEIS\Wye Memo\Fig 6 - Airport Wye 1.mxd | Last Updated: 05.15.2018

Figure6

Projection:LambertConformalConic

StatePlaneVirginiaNorthFIPS4501Feet

NorthAmericanDatumof1983

2017VGINAerialImagery

[

0200400

Feet

LegendA

irportWye

#1

Track-Existing

Track-Proposed

Crossover/Turnout-

Proposed

CSXTROW(County

ParcelData)

City/CountyParcels

Note:Serviceyard

tobedetermined.

Roadway £¤460

£¤60

£¤360

£¤301

£¤33 £¤250

£¤1

§ ̈¦195

§ ̈¦895

§ ̈¦85

§ ̈¦64§ ̈¦295

§ ̈¦95

[

PASSENGERTRAINSWILLRETURNTOA

YARDLOCATIONTOBEDETERMINED
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\FEIS\Wye Memo\Fig 7 - Airport Wye 2.mxd | Last Updated: 05.15.2018

£¤460

£¤60

£¤360

£¤301

£¤33 £¤250

£¤1 § ̈¦195

§ ̈¦895

§ ̈¦85

§ ̈¦64§ ̈¦295

§ ̈¦95

[

Figure7

Projection:LambertConformalConic

StatePlaneVirginiaNorthFIPS4501Feet

NorthAmericanDatumof1983

2017VGINAerialImagery

0

[150

300

Feet

LegendA

irportWye

#2

Track-Existing

Track-Proposed

Crossover/Turnout-

Proposed

City/CountyParcels

PASSENGERTRAINSWILLRETURNTOA

YARDLOCATIONTOBEDETERMINED
!

!

S001

S002

\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\FEIS\Wye Memo\Fig 8 - Manchester Wye.mxd | Last Updated: 05.17.2018

£¤460

£¤60

£¤360

£¤301

£¤33 £¤250

£¤1

§ ̈¦195

§ ̈¦895

§ ̈¦85

§ ̈¦64§ ̈¦295

§ ̈¦95

[

Figure8

Projection:LambertConformalConic

StatePlaneVirginiaNorthFIPS4501Feet

NorthAmericanDatumof1983

2017VGINAerialImagery

0

[400

800

Feet

Legend

!

CSXTMileposts

ManchesterWye&

SouthServiceYard

Track-Existing

Track-Proposed

Track-Proposedby

others

Crossover/Turnout-

Proposed

CSXTROW(County

ParcelData)

City/CountyParcels

PASSENGERTRAINS

WILLRETURNTOTHE

SOUTHSERVICEYARD

Norfolk Southern Railroad
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\FEIS\Wye Memo\Fig 9 - Dunlop Wye.mxd | Last Updated: 05.15.2018

£¤460

£¤60

£¤360

£¤301

£¤33 £¤250

£¤1

§ ̈¦195

§ ̈¦895

§ ̈¦85

§ ̈¦64§ ̈¦295

§ ̈¦95

[

Figure9

Projection:LambertConformalConic

StatePlaneVirginiaNorthFIPS4501Feet

NorthAmericanDatumof1983

2017VGINAerialImagery

[

0300600

Feet

Legend

Dunlop(Petersburg)

Wye&

Boulevard

ServiceYard

Track-Existing

Track-Proposed

Crossover/Turnout-

Proposed

MaintenancePlatform-

Proposed

City/CountyParcels

Roadway

PROPOSEDBOULEVARD

SERVICEYARD
\\cltsmain\GIS_DATA\GIS\Projects\011545_VADeptofRails-PublicTransportation\0239056_RAPS-4AltDev-ConceptEng\map_docs\mxd\FEIS\Wye Memo\Fig 10 - Boulevard Wye.mxd | Last Updated: 05.15.2018

£¤460

£¤60

£¤360

£¤301

£¤33 £¤250

£¤1

§ ̈¦195

§ ̈¦895

§ ̈¦85

§ ̈¦64§ ̈¦295

§ ̈¦95

[

Figure10

Projection:LambertConformalConic

StatePlaneVirginiaNorthFIPS4501Feet

NorthAmericanDatumof1983

2017VGINAerialImagery

[

0200400

Feet

Legend

Boulevard

(Petersburg)

Wye&

ServiceYard

Track-Existing

Track-Proposed

Crossover/Turnout-

Proposed

MaintenancePlatform-

Proposed

City/CountyParcels

Roadway

PROPOSED

BOULEVARD

SERVICEYARD